Braking device for vehicle

ABSTRACT

A braking device for a vehicle comprises a brake for applying brake power to a wheel and an anti-lock control unit having an inertia type wheel angular deceleration sensor built therein which is driven by the wheel, the antilock control unit controlling the brake hydraulic pressure for the brake in accordance with the output of the sensor. In this braking device, the brake and the antilock control unit are disposed such that they stand opposite each other on the right and left sides of the wheel.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to a braking device for vehicles such asmotorcycles and automobiles or the like, and more particularly, to abraking device which includes a brake and an antilock control unit, thebrake being actuated by hydraulic pressure so as to apply brake power towheel, and the antilock control unit having an inertia type wheelangular deceleration sensor built therein which is driven by theabove-mentioned wheel, and controlling the brake hydraulic pressure ofthe above-described brake in accordance with the output of the sensor.

2. Description of the Prior Art

The above-described braking device has previously been known, forinstance, as disclosed in the specification of Japanese Patent Laid-OpenNo. 120440/1981.

In a conventional braking device, however, a brake and an antilockcontrol unit are disposed in such a manner as to be concentrated on oneside of the wheel. Hence, it is necessary to take measures to laterallybalance the weight of the supporting system of each wheel, which problemmakes the structure of the device complicated and enlarges the sizethereof.

SUMMARY OF THE INVENTION

Accordingly, it is a primary object of the present invention to providea braking device which obviates the above-described defects and ischaracterized by an arrangement that a brake and an antilock controlunit are disposed such that they stand opposite each other on the rightand left sides of a wheel.

With the above-mentioned arrangement, it is therefore possible, andfurther with an extremely simple constitution, to balance the weight ofthe brake and the antilock control unit on the right and left sides of awheel.

Other objects, features and advantages of the present invention apartfrom the above will become evident on reading of the detaileddescription of the preferred embodiment which is hereinafter given withreference to the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

The Figures show one embodiment of the present invention.

FIG. 1 is a schematic plan view of a motorcycle which is provided with abraking device according to the present invention;

FIG. 2 is an enlarged side view of a principal portion of the brakingdevice shown in FIG. 1;

FIG. 3 is a sectional view taken substantially along the line III--IIIof FIG. 2;

FIG. 4 is a sectional view taken substantially along the line IV--IV ofFIG. 3;

FIGS. 5 and 6 are sectional views taken substatially along the linesV--V and VI--VI of FIG. 4;

FIG. 7 is a side view which illustrates an example of another version ofthe braking device in accordance with the embodiment shown in FIGS. 1 to6; and

FIG. 8 is a longitudinal front view of the braking device shown in FIG.7.

DESCRIPTION OF THE PREFERRED EMBODIMENT

One embodiment of the present invention will hereinafter be describedwith reference to FIGS. 1 to 6.

Initially, in FIG. 1, a motorcycle 1 is provided with a disc-brake 3ffor braking a front wheel 2f and an antilock control unit 7 forcontrolling the brake power of the disc brake 3f. The disc brake 3f isdisposed on the left side of the front wheel 2f; and the antilockcontrol unit 7 is disposed on the right side of the front wheel 2f.

In FIGS. 2 and 3, a hub 8 of the front wheel 2f is supported throughbearings 11, 11 on an axle 10 which is secured to the lower ends of apair of left and right legs 9a, 9b, which together constitute a frontfork 9. The disc brake 3f is constituted by a brake disc 12 and a brakecaliper 14; the brake disc 12 is secured to the left end surface of thehub 8; the brake caliper 14 is supported by the left fork leg 9a in sucha manner that the caliper straddles the brake disc 12. An input port 14aof the brake caliper 14 is connected through a hydraulic conduit 15 toan output port 5fa of a master cylinder 5f which is operable by means ofa brake lever 4.

A casing 22 of the antilock control unit 7 is secured by bolts 25, 25 toa fixed panel 24 mounted on the axle 10 such as to close a recess 8aformed at the right end surface of the hub 8. The fixed panel 24 isconnected to the right fork leg 9b by a proper connection means (notillustrated) so that it does not rotate about the axle 10.

The hydraulic conduit 15 includes a downstream pipe 15b which extendsfrom the antilock control unit 7 to the brake caliper 14. The downstreampipe 15b is arranged such as to pass through the hollow portion in theaxle 10, thereby making it possible to protect the downstream pipe 15bfrom external disturbance.

In the above-mentioned recess 8a, a drive shaft 42 of the antilockcontrol unit 7 and the hub 8 are connected to each other through awrapping type transmission device 48. The wrapping type transmissiondevice 48 is thus housed in the hub 8, this arrangement being effectivein reducing the influences of rain, dust and the like in regard toprotection of the device 48.

The wrapping transmission device 48 is constituted by a toothed drivepulley 96, a toothed driven pulley 97 and a toothed belt 99; the tootheddrive pulley 96 is joined through a dog joint 95 to the right endsurface of the hub 8 and at the same time is supported through a bearing41 on a boss 24a of the fixed panel 24; the toothed driven pulley 97 issecured to the drive shaft 42; the toothed belt 99 is wrapped in asuspended manner around the pulleys 96 and 97. Further, the drive pulley96 is formed larger in diameter than the driven pulley 97 for thepurpose of driving the pulley 97 at an accelerated speed

As illustrated in FIG. 4 and FIG. 5, the antilock control unit 7 has acasing 22 constituted of a casing body 22a bearing the drive shaft 42rotatably through bearings 40, 40', and a cup-like cover 22b fitted inone end of the casing body 22a and defining a sensor chamber 23therewith. A hydraulic pump 16, a modulator 17, an exhaust pressurevalve 20 and an inertia type wheel angular deceleration sensor 21 arehoused in the casing 22.

The hydraulic pump 16 is constituted of an eccentric cam 26 formed onthe drive shaft 42 between both the bearings 40, 40', a push rod 27disposed with its inner end opposed to the eccentric cam 26, a pumppiston 28 in contact with an outer end of the push rod 27, an actuatingpiston 29 in contact with an outer end of the pump piston 28, and areturn spring 30 biassing a push rod 27 in the direction away from theeccentric cam 26.

The push rod 27 and the pump piston 28 are slidably fitted in a firstcylinder hole 33 formed on the casing body 22a to define an inletchamber 31 and an outlet chamber 32 around their outer peripheriesrespectively. Further, a plug 34 is fitted to an outer end portion ofthe first cylinder hole 33 so as to form a pump chamber 35 together withthe pump piston 28, and the actuating piston 29 is slidably fitted inthe plug 34 so as to form a hydraulic chamber 36.

The inlet chamber 31 is kept communicating with an oil tank 19 through aconduit 37 and also with the pump chamber 35 through a suction valve 38,and the pump chamber 35 is kept communicating with the outlet chamber 32through a unidirectional sealing member 39 functioning as a dischargevalve. Then, the hydraulic chamber 36 is connected to an upstream pipe15a of the hydraulic conduit 15 so as to communicate at all times withthe output port 5fa of the master cylinder 5f.

The modulator 17 is constituted of a pressure reducing piston 46, afixed piston 47 engageable with one end of the pressure reducing piston46 to regulate the retraction limit of the latter, and a return spring48 for biassing the piston 46 in the direction to contact the fixedpiston 47, and both the pistons 46, 47 are slidingly fitted in a secondcylinder hole 52 formed on the casing body 22a adjacently the firstcylinder hole 33.

In the second cylinder hole 52, the pressure reducing piston 46 definesa hydraulic control chamber 53 together with an inner end wall of thesecond cylinder hole 52 and also defines an output hydraulic chamber 55against the fixed piston 47, and the fixed piston 47 defines an inputhydraulic chamber 54 around its outer periphery. The input hydraulicchamber 54 is kept communicating with the hydraulic chamber 36 of thehydraulic pump 16 through an oil passage 56, the output hydraulicchamber 55 is connected to a downstream pipe 15b of the hydraulicconduit 15 so as to communicate at all times with the input port 14 ofthe disc brake 3f, and the hydraulic control chamber 53 is keptcommunicating with the outlet chamber 32 of the hydraulic pump 16through an oil passage 57.

The fixed piston 47 is provided with a valve chamber 58 communicating atall times with the input hydraulic chamber 54, and a valve port 59 forkeeping the valve chamber 58 in communication with the output hydraulicchamber 55. A valve body 60 for opening and closing the valve port 59and a valve spring 61 for pressing the valve body 60 to the closing sideare enclosed in the valve chamber 58. Further, a valve opening rod 62for moving the valve body 60 to an open position is providedprojectingly on one end surface of the pressure reducing piston 46, andthe valve opening rod 62 keeps the valve body 60 open when the pressurereducing piston 46 is positioned at the retraction limit.

An outside opening of the second cylinder hole 52 is closed by an endplate 63 fixed to the casing body 22a, and the fixed piston 47 is keptat a position coming in contact with the end plate 63 at all times bythe resilience of the return spring 48 or by the hydraulic pressureintroduced into the input and output hydraulic chambers 54, 55.

The exhaust pressure valve 20 is constituted of a valve seat member 65fitted in a stepped cylinder hole 64 of the casing body 22a, and a valvebody 67 which slides in the valve seat member 65 for opening and closinga valve port 66. The valve seat member 65 defines an inlet chamber 68 atthe small diameter end of the stepped cylinder hole 64 and an outletchamber 69 at the large diameter end, the chambers 68, 69 communicatingwith each other through the valve port 66. Then, the inlet chamber 68 iskept communicating with the hydraulic control chamber 53 of themodulator 17 through an oil passage 70, and the outlet chamber 69 iskept communicating with the inlet chamber 31 of the hydraulic pump 16through an oil passage 71. As a result, the outlet chamber 69communicates with the oil tank 19.

The wheel angular deceleration sensor 21 comprises a flywheel 72 bornerotatably and slidably on the drive shaft 42 through a bearing bush 86,a cam mechanism 73 transmitting the rotational torque of the drive shaft42 to the flywheel 72 and transforming an overrunning rotation of theflywheel 72 into an axial displacement thereof, and an output levermechanism 74 capable of actuating the exhaust pressure valve 20 inresponse to the axial displacement of the flywheel 72.

The cam mechanism 73 is constituted of a drive cam plate 82 fixed to thedrive shaft 42, a driven cam plate 83 disposed opposite to the drive camplate 82 for relative rotation, and a thrust ball 84 engaging with camrecesses 82a, 83a formed on opposed surfaces of both the cam plates 82,83.

As shown in FIG. 6, the cam recess 82a of the drive cam plate 82 isinclined so that the bottom becomes increasingly shallower in adirection 85 of rotation of the drive shaft 42, and the cam recess 83aof the driven cam plate 83 is inclined so that the bottom becomesincreasingly deeper toward the rotational direction 85. Accordingly, ina normal case the drive cam plate 82 assumes a driving side position inrelation to the driven cam plate 83, the thrust ball 84 engages both thecam recesses 82a, 83a at their deepest portions, the torque received bythe drive cam plate 82 from the drive shaft 42 is transmitted only tothe driven cam plate 83, so that relative rotation is not caused betweenthe cam plates 82, 83. However, if the position is reversed and thedriven cam plate 83 overruns the drive cam plate 82, relative rotationis caused between the cam plates 82, 83, the thrust ball 84 rolls toclimb the inclined bottoms of both the cam recesses 82a, 83a to impartthrust to both the cam plates 82, 83, and thus axial displacement iscaused on the driven cam plate 83 in a direction moving away from thedrive cam plate 82.

The driven cam plate 83 is borne rotatably on a boss 72a of the flywheel72 and also engages one side of the flywheel 72 through a frictionalclutch plate 87. A push plate 89 is provided additionally on the otherside of the flywheel 72 through a thrust bearing 88.

The output lever mechanism 74 is provided with a bearing shaft 90projecting from the casing body 22a at a position intermediately of thedrive shaft 42 and the exhaust pressure valve 20, and a lever 91supported axially swingably on a nose portion of the bearing shaft 90.The lever 91 is constituted of a long first arm 91a extending from thebearing shaft 90 while surrounding the drive shaft 42, and a shortsecond arm 91b extending from the bearing shaft 90 toward the exhaustpressure valve 20, and an abutment portion 93 coming into contact withan outside surface of the push plate 89 is formed bulgingly at anintermediate portion of the first arm 91a.

A spring 94 is provided between the tip end of the first arm 91a and thecasing body 22a, and the tip end of the second arm 91b comes in contactwith an outer end of the valve body 67 of the exhaust pressure valve 20.

The resilient force of the spring 94 works on the lever 91 to press theabutment portion 93 of the first arm 91a to the push plate 89 and alsonormally press the valve body 67 of the exhaust pressure valve 20 tokeep it in open state. Then, the force received by the push plate 89from the spring 94 imparts a constant frictional engaging force to theflywheel 72, the frictional clutch plate 87 and the driven cam plate 83and also imparts an access force to both the cam plates 82, 83.

Further, the above frictional engaging force is set so that thefrictional clutch plate 87 slides when a rotational torque on or above agiven value is generated between the driven cam plate 83 and theflywheel 72.

An operation of the embodiment will be described next.

While a vehicle is travelling, the drive shaft 42 is acceleratedlydriven by the rotating front wheel 2f through the wrapping typetransmission device 48, then the flywheel 72 is driven through the cammechanism 73 and the frictional clutch plate 87 so that the flywheel 72rotates faster than the front wheel 2f. Accordingly, a large rotationalforce of inertia is given to the flywheel 72.

Then, the eccentric cam 26 of the hydraulic pump 16 is rotated throughthe drive shaft 42 simultaneously with the rotation of flywheel 72.

When the master cylinder 5f is actuated for braking the front wheel 2f,its output hydraulic pressure is supplied to the disc brake 3f by way ofthe upstream pipe 15a of the hydraulic conduit 15, the hydraulic chamber36 of the hydraulic pump 16, the input hydraulic chamber 54 of themodulator 17, the valve chamber 58, the valve port 59, the outputhydraulic chamber 55 and the downstream pipe 15b of the hydraulicconduit 15 in that order, and the brake 3f is actuated accordingly toapply brake force to the front wheel 2f.

On the other hand, since the output hydraulic pressure of the mastercylinder 5f is introduced into the hydraulic chamber 36 in the hydraulicpump 16, a reciprocating motion is caused to the pump piston 28according to a push action of the hydraulic pressure to the actuatingpiston 29 and a lift action of the eccentric cam 26 to the push rod 27.Further, in a suction stroke whereat the pump piston 28 is moved towardthe push rod 27, the suction valve 38 opens, and an oil in the oil tank19 is sucked into the pump chamber 35 from the conduit 37 by way of theinlet chamber 31; in a discharge stroke whereat the pump piston 28 ismoved toward the actuating piston 29, the unidirectional sealing member39 opens, and an oil in the pump chamber 35 is fed to the outlet chamber32 and further to the hydraulic control chamber 53 through the oilpassage 57. Then, when pressure in the outlet chamber 32 and thehydraulic control chamber 53 rises to a predetermined value, the pumppiston 28 is held in contact with the plug 34 by the pressure of theoutlet chamber 32.

The hydraulic control chamber 53 of the modulator 17 is at firstinterrupted from communicating with the oil tank 19 by closing of theexhaust pressure valve 20, therefore the hydraulic pressure fed from thehydraulic pump 16 to the chamber 53 works directly on the pressurereducing piston 46 to hold it at the retracted position, keeping thevalve body 60 open by the valve opening rod 62. Thus the outputhydraulic pressure of the master cylinder 5f is permitted to passthrough the port 59.

Accordingly, brake force applied to the disc brake 3f is proportional tothe output hydraulic pressure of the master cylinder 5f at initial stageof braking.

When angular deceleration is generated by the front wheel 2f owing tothe braking operation, the flywheel 72 senses it and tends to overrunthe drive shaft 42 by the stored inertial force in the flywheel 7. Therelative movement of the flywheel 72 under this condition causesrelative rotation between the cam plates 82, 83, to axially displace theflywheel 72 by the thrust generated by the rolling of thrust ball 84,forcing the plate 89 to press and move the lever 91. However, theangular deceleration of the front wheel 2f is low at a stage where thereis no possibility of locking of the front wheel 2f which is not powerfulenough to rock the lever 91.

However, when the front wheel 2f is about to lock according to anexcessive brake force or a lowering in coefficient of friction of theroad, the angular deceleration of the front wheel 2f sharply increasesaccordingly and a pressing force of the push plate 89 exceeds apredetermined value, swinging the lever 91 around the shaft 90 tocompress the spring 94, therefore the second arm 91b of the lever 91 isswung to move apart from the valve body 67, and the exhaust pressurevalve 20 consequently opens.

When the exhaust pressure valve 20 opens, the hydraulic pressure of thehydraulic control chamber 53 is discharged to the oil tank 19 by way ofthe oil passage 70, the inlet chamber 68, the valve port 66, the outletchamber 69, the oil passage 71, the inlet chamber 31 of the hydraulicpump 16 and the conduit 37, therefore the pressure reducing piston 46 ismoved toward the hydraulic control chamber 53 by the hydraulic pressurein the output hydraulic chamber 55 against a force of the return spring48. The valve opening rod 62 is thus retreated to allow the valve body60 to close the port 59 so that the input and output hydraulic chambers54, 55 are interrupted from communicating with each other, and thevolume of the output hydraulic chamber 55 is increased. A brakinghydraulic pressure working on the disc brake 3f is reduced consequentlyto decrease the brake force of the front wheel 2f, and locking of thefront wheel 2f can be avoided. Then, a pressing force of the push plate89 onto the lever 91 is released in accordance as the front wheel 2 f isaccelerated, the lever 91 swings and returns to its original position bya reaction force of the spring 94, thus placing the exhaust pressurevalve 20 in closed state. When the exhaust pressure valve 20 is closed,pressure oil discharged from the hydraulic pump 16 is immediatelyconfined in the hydraulic control chamber 53 and the pressure reducingpiston 46 is retreated toward the output hydraulic chamber 55 to boostthe chamber 55, thus recovering the brake power. This operation isrepeated at high frequency and the front wheel 2f is braked efficiently.

In the above-described braking device, the disc brake 3f and theantilock control unit 7 are disposed such as to stand opposite eachother on both right and left sides of the front wheel 2f, whichdisposition brings about a balance in their weights. As a result, theweight on the right and left sides of the supporting system of the frontwheel 2f, that is, the front fork 9, becomes well-balanced, wherebysteerability is favorably enhanced.

Moreover, as a matter of course, although a disc brake is employed inthis embodiment, if in its place a drum brake is mounted, the sameeffects will be obtained.

FIGS. 7 and 8 in combination show an example of another version of theabove-described embodiment. Corresponding members are indicated by thesame reference numerals and charcters. A hub 8' of a front wheel 2f is,as shown in FIG. 8, constituted substantially in symmetry, which featureis different from the previous embodiment. The hub 8' is supportedthrough bearings 11, 11 on an axle 10 which is secured to the lower endsof a pair of left and right legs 9a, 9b of a front fork 9. A disc typefront wheel brake 3f is disposed on one side of the front wheel 2f suchthat a brake caliper 14 is supported by one leg 9a of the front fork 9.A brake disc 12 of the brake 3f is fixed to one end surface of the hub8' by means of a plurality of bolts 195 in such a way that the disc 12is capable of rotating integrally with the hub 8'.

On the side of the front wheel opposite to that on which the abovementioned brake 3f is provided, a casing 22 of an antilock control unit7 is supported by another leg 9b of the front fork 9 by the methodhereinafter described in detail. The brake 3f and the antilock controlunit 7 are disposed such as to stand on either side of the front wheel2f and hence, in the same manner as the previous embodiments, it ispossible to balance the weight on the right and left sides of the wheel.

A hydraulic conduit 15 includes a downstream pipe 5b which connects thefront wheel brake 3f to the antilock control unit 7. The downstream pipe15b is arranged in such a manner as to pass outside and detour the hub8', which arrangement differs from the previous embodiment. It is,however, practicable for the pipe 15b, in the same manner as in theprevious embodiment, to pass through a hollow portion which is formedinside the axle 10.

The casing 22 of the antilock control unit 7 is supported through abracket 124 and a pair of first and second resilient supporting elements143, 144 on lower and upper projections 145, 145' which are projectedfrom the front face of one leg 9b of the front fork 9. A drive shaft 42is connected through a wrapping type transmission device 148 to the hub8' of the front wheel 2f.

The casing 22 and the bracket 124 are integrally connected to each otherby means of connection bolts 149.

The first resilient supporting element 143 consists of an inner cylinder175, an outer cylinder 176 and a resilient bush 177 of rubber material;the metallic inner and outer cylinders 175, 176 are disposed in aconcentric relation with respect to each other; the resilient bush 177is disposed between the inner and outer cylinders so as to elasticallycombine these cylinders. The outer cylinder 176 is fitted under pressureinto the projection 145 provided at the upper portion of the leg 9b; andthe inner cylinder 175 is secured to the bracket 124 by means of aconnection bolt 150 penetrating through the cylinder 175.

The second resilient supporting element 144 consists of an innercylinder 178, an outer cylinder 179 and a resilient bush 180 of rubbermaterial having an eccentric through bore formed therein; the metallicinner and outer cylinders 178, 179 are disposed in a mutually eccentricposition; the rubber resilient bush 180 is disposed between the innercylinder 178 and the outer cylinder 179 such that they are elasticallycombined with each other. The outer cylinder 179 is rotatably fitted inthe projection 145' provided at the lower portion of the leg 9b; and theinner cylinder 178 is, at an adjusted rotating position of the throughbore of the element 144, secured to the bracket 124 by means of aconnection bolt 151 penetrating through the inner cylinder 178. Theouter cylinder 179 includes a projecting leaf 179a formed at its oneaxial end which is employed to rotate the outer cylinder 179 around itsaxis with the aid of a tool. Furthermore, in order to restrain therelative displacement in the axial direction between the inner cylinder178 and the outer cylinder 179, a pair of washers 181, 181' are disposedon both end portions of the resilient supporting element 144.

The wrapping transmission device 148 is constituted by a toothed drivepulley 196, a toothed driven pulley 197 and a toothed belt 199; thetoothed drive pulley 196 is secured, by means of the same bolt 195 as isemployed for securing the brake disc 12, to the hub 8' of the frontwheel 2f, on the end surface thereof opposite to the side on which thebrake disc 12 is secured. The toothed driven pulley 197 is secured tothe drive shaft 42 and the toothed belt 199 is wrapped in a suspendedmanner around those pulleys 196 and 197. The drive pulley 196 is formedto be larger in diameter than the driven pulley 197 for the purpose ofdriving the driven pulley 197 at an accelerated speed.

In connection with the structure of the antilock control unit 7 forcontrolling the brake pcwer applied to the front wheel 2f, since it isthe same as that of the previous embodiment, description is omitted.During the time in which the antilock control unit 7 controls the brakepower of the front wheel 2f, the front fork 9 is sufficiently resilientto bend backward with application of brake power to the wheel and torebound forward when the brake power is released. The thus repeatedprocess creates a bending oscillation to the front fork 9, but thisoscillation is absorbed by resilient bushes 177, 180 of the first andsecond resilient supporting elements 143, 144. As a result, thepropagation of oscillation to a wheel angular deceleration sensor of theantilock control unit 7 is prevented, thus avoiding any decrease in theperformance of the sensor.

The bending oscillation of the front fork 9 produces rotatingfluctuation at the front wheel 2f and further causes torque fluctuationin the wrapping type transmission device 148. The torque fluctuation issimilarly, however, absorbed by the resilient bushes 177, 180, so thatno great impulsive force is applied to the wrapping transmission device148 and its durability is thereby improved.

In addition, the resilient bushes 177 and 180 constantly force the belt199 to be tensioned appropriately, whereby it is possible to effectreliable power transmission without employing a tensioner.

When adjusting the tension of the belt 199, the connection bolts 150,151 of the first and second resilient supporting elements 143, 144 aretemporarily loosened and the resilient supporting element 144 is rotatedby engaging a tool at the projected leaf 179a of the outer cylinder 179.Thereupon, since the inner cylinder 178 and the outer cylinder 179 areeccentric to each other, the inner cylinder 178 is rotated together withthe bolt 151 eccentrically with respect to the axis of outer cylinder179 causing, the bracket 124 to rotate around the bolt 150.Concomitantly, the driven pulley 197 is then brought towards or movedaway from the drive pulley 196, thus adjusting the tension of the belt199.

What is claimed is:
 1. A braking device for motorcycles, comprising: abrake actuated by hydraulic pressure from a master cylinder for applyingbrake power to a motorcycle wheel; and an antilock control unit havingan inertia type wheel angular deceleration sensor bulit therein which isdriven by said wheel, said antilock control unit controlling a brakehydraulic pressure for said brake in accordance with an output of saidsensor, wherein said brake and said antilock control unit are disposedin such a manner that they are located opposite each other on right andleft sides of said wheel, and wherein a hydraulic conduit is provided toextend between said antilock control unit and said brake for feedingsaid brake hydraulic pressure having been controlled by said antilockcontrol unit to said brake, said hydraulic conduit penetrating through ahollow portion formed inside an axle of said wheel.
 2. A braking deviceaccording to claim 1, wherein said brake is a disc brake.
 3. A brakingdevice according to claim 1, wherein a recess is formed at one sidesurface of said wheel, said recess housing therein a transmission devicewhich connects said wheel angular deceleration sensor to said wheel
 4. Abraking device according to claim 3, wherein a fixed panel is providedto cover an outwardly exposed side surface of said transmission devicehoused in said recess.
 5. A braking device according to claim 1, furthercomprising a supporting system for supporting said wheel on a vehiclebody, said antilock control unit having a casing supported by saidsupporting system through a resilient supporting element.
 6. A brakingdevice according to claim 5, wherein said resilient supporting elementincludes metallic inner and outer cylinders and a rubber resilient bushdisposed between those cylinders, said inner cylinder and said outercylinder are disposed eccentrically with respect to each other.
 7. Abraking device for motorcycles, comprising: a brake actuated byhydraulic pressure from a master cylinder for applying brake power tomotorcycle a wheel; and an antilock control unit having an inertia-typewheel angular deceleration sensor built therein which is driven by saidwheel, said antilock control unit controlling a brake hydraulic pressurefor said brake in accordance with an output of said sensor, wherein saidbrake and said antilock control unit are disposed in such a manner thatthey are located opposite each other on right and left sides of saidwheel, and wherein said resilient supporting element includes metallicinner and outer cylinders and a rubber resilient bush disposed betweenthose cylinders and said inner cylinder and said outer cylinder aredisposed eccentrically with respect to each other.
 8. A motorcyclehaving a front and a rear wheel comprising:a frame; a front forksteerably connected to said frame; a hollow axle rotatably mounting thefront wheel to said front fork; a brake mounted at one side of the frontwheel for applying braking force to the front wheel; a source ofhydraulic pressure for braking; an antilock control unit having aninertia-type wheel angular deceleration sensor driven by the wheel, saidantilock control unit bing mounted at the other side of the front wheelopposite to said brake; hydraulic conduit means between said source ofhydraulic pressure and said antilock control unit for communicatinghydraulic pressure therebetween; and a hydraulic line extending betweensaid antilock control unit and said brake through said hollow axle.